Auxiliary charge-forming means for internal-combustion engines



` l 1,627,139 May 3 1927' A. J. P. BERTscl-IY AUXILIARY CHARGE FORMINGMEANS FOR INTERNAL COMBUSTION ENGINES Filed May 9, 1925 A. JPRm-'CHK@www lll Patented May 3, 1927.I

UNITED STATES PATENT OFFICE.

ADOLPH J. P. BERTSCHY, 0F PLATTSMOUTH, NEBRASKA, ASSIGNOR TO DAVID 0.BAR- NELL, OF OMAHA, NEBRASKA.

.AUXILIARY CHARGE-FORMING MEANS FOR INTERNAL-COMBUSTION ENGINES.

Application led May 9,

My invention relates to charge-forming means for internal-combustionengines of the class commonly employed in motor vehicles. in which theengine-cylinders are cooled by liquid which is circulated through thecylinder-jackets and a radiator. It is the object of my invention toprovide for such engines, as an auxiliary to the usual carburetor, acharge-forming device for utilizing the combustible vapors formed in thecrank-case of the engine and escaping to the crank-case from thecylinders, and the moisture, or vapors from the cooling-liquid, whichescape from'the radiator. -A further object of my invention is toprovide auxiliary charge-forming means of the above type which may beconveniently applied to the engines of motor vehicles, with a minimumalteration of the customary equipment of such engines, and requiring aminimum of adaptative variations in the auxiliary charge-forming deviceitself to enable its application to any motor vehicle now commerciallyproduced. A further object `of my invention is to provide an auxiliarycharge-forming device which, when properly installed and adjusted, willnot alter. or disturb the normalt'uuctioning of the regular carburetor,nor require any adjustment of the usual charge-controlling means exceptthe reduction of the minimum throttle-opening which determines theidling-speed ofthe engine. A further object of my invention is toprovide auxiliary charge-forming means which conserve the vapors fromthe crankcase and radiator, and also prevent admission or retention inthecrankcase ot' any constituents tending to dilute or impair thelubricating efficiency of the crank-case oil. A further object of myinvention is to provide an auxiliary charge-forming device of the`general character above set forth, havingrr automatically operatingsuction-controlling means adapted to limit the fiowvof vapors throughthe same tothe intake-manifold,` and whereby increase of the enginespeedand the resulting `ncrease of suction at the intake-manifold; willeffect an increase of the frictional resistance to flow of the `vaporsthrough the auxiliary' device. and thus prevent excessive intake of theauxiliary vapors. .A further object of my invention is to provideautomatic suction- `ontrolling means of the character Yabove svi:yforth, so constructed and arranged as 1925. Serial No. 29,135.

to become inoperative when the engine is cooled below a temperature atwhich there is an appreciable evolution of vapors from the radiator, andto resume operation when the engine becomes heated to a temperature atwhich there is evolution of such vapors in utilizable quantity.

In the accompanying drawings Fig. 1 is a side view of a device embodyingmy invention, and showing the parts of the engine with which the same isconnected, Fig. 2 is a detail vertical section of thesuction-controlling valves, Fig. 3 is a detail vertical section of theconnection to the overflowpipe of the radiator, Fig. 4 is a verticalsection on the line 4-4 of Fig. 2, showing a variation of theconnections -with the intake-manifold, and Fig. 5 is a detail horizontalsection on the line 5 5 of Fig. 2.

In carrying out my invention I provide, primarily, means for collectingthe vapors from the radiator and from the engine crank-case combiningsaid vapors, and delivering4 the same into the intake-manifold of theengine. The connection to the crankcase should be at the upper portionthereof, whereby there will be the least probability of withdrawingtherefrom any liquid particles of the lubricating oil which is splashedwithin the crank-case when the engine is running. Usually the highestpoint at which the connection may be made with the crankcase is at oneside of the breather-tube, and,

accordingly, there is indicated in Fi l the portion of the crank-case 6with w ich the breather-tube 7 is connected. In the side of said tube' 7a hole is drilled and tapped for receiving a nipple 8, said nipplehaving at the outer end thereof the nut 9 of a compression-coupling withwhich the metal tube 10 is connected and from which said tube extends toone inlet Aof the vapor-combining and controlling unit. Y

In the usual construction of lnotor Vehicles driven by liquid-cooledinternal-combustion engines, there is a radiator llhaving at the upperportion thereof a chamber from which an overflow tube 12 extends thetube 12, and at the same time to allow the free discharge of any liquidthat may overflow from the radiator, I dispose about the lower end lofsaid tube a pipe-T 13 of which the internal diameter is approximatelytwice the outer diameter of the tube, attaching the T to the ltube byany suitable means, such as a drop of solder 14 flowed into the spaceabout the tube at the ,upper end of the T, the T being so positionedthat thelower end of the tube terminates-substantially at the lower edgeof the lateral opening of the T, as best shown in Fig. 3. Into saidlateral opening of the T 13 ls'screwed a nipple 15 having at its end thenut 16 of a compression-coupling for connection with the tube 17 whichis extended to the second inlet of the vapor-combining and controllingunit.

The outlet from the'vapor-combining and controlling unit is connectedwith the intakemanifold 18 of the engine, and is usually .made at theopening in said manifold provided for connection with the suction-tubev1.9 from the vacuum-tank 20 -by which fuel is supplied to thecarburetor. When the manifold is not provided with the opening forconnection with the vacuum-tank suction-tube, 'I form an equivalentopening by drilling and tapping a hole in the side of the manifold at apoint intermediate the car-r buretor connection and the Y or division ofthe manifold from which its'separate branches extend to theenginecylinders. In the illustratedstructure it is' assumed that -theassemblage includes the vacuum-tank 20, and in such case Athe -usualdirect con. l nection of the suction-tube 19 to the man1- fold isdisplaced by the connectionv thereto from the vapor-combining andcontrolling unit, the latter connection having a branch to which thetube '19 is attached. The branch last referred to isthe lateral .openingof a T 21 to which said tube 19 is connected bythe usual nipple 22 andnut '23 of a compressiou-couplind. The T 21 is connected with lthemanifild by a pipe-elbow 24 in the arrangement shown in Figs. 1 and 2,and by 4a .pipe-nipple 25 in thev arrangement shown in `Fig.' 4.. Ineach case the remaining lbranch of the T 21 is connected by thepipe-nipple 26 with the outlet of the vapor-combining and controlling.unit. .In the case of an engine not 'provided 'with the vacuum-tank- 20,the T 21 is omitted and the nipple 26 is connected with the manifold,either directly or by suitable pipe-- fittings, as may be desired.

The outlet to which the nipple'26 is connected is formed at one side ofa valve-body 27 having a seat -formed at the inner end of the openingleading to said nipple. The valve 28 for engagement with said seat isformed at the end of a threaded stem 29` which extends through the sideof the body tending externally threaded nipples 32,

which are formed-integrally with the body' 27 and upon which are screwedthe bodies 33 of the automatic suction-controlling valves. Saidvalve-bodies 33 are ofidentical form, being merely disposed vin rightand left relation to thebody 27. At the lower end. of each body 33 is athreaded opening into which is screwed the up r branch of a T-shapedvalve-body 34 havlng a seat formed at the lower end of the passagethrough said upper branch, a valve 35 being arranged to engage saidseat, said valve 35 -being formed at the inner end of a threaded stem 36which extends through the lower branch of the body 34, the lower end ofsaid stem having a knurled head 37, and a knurled lock-nut 38 beingdisposed upon the threaded stem for retainingthe same in adjustedpositions. The lateral branches of the bodies 34 arethreaded externallyand provided with nuts 39 tov form compression-couplings for connectionwith the tubes 10 and 17. The valves 35 are employed for separatelyregulating the intake of vapors from the crank-case and radiator,supplied respectively through said tubes 10 and 17, and the valve 35.serves to regulate or to shut oii', if desired, the admission 'of thecombined vapors'from the control-unit to the manifold. The upper ends ofthe bodies 33 are threaded internally to receive the plugs orheads-40which close the upper ends o the valve-chambers 41. The main portion` ofeach chamber 41is trunco-conical in form, the lar and the lower enmerging into aeshort cylindrical portion which adjourns the seat 42.Said seat has a central opening in which the lower portion ofthevalve-stem 43.

is guided, and a plurality of peripheral openings which communicatewith'the inlet passage. from vthe respective re latingvalve 34. Theupper portion of t e stem 43 exten-ds slidably through acentral er endbeing uppermost,Y

' valve-v opening in the plug or head'40, and said head has a portion-44which extends down ing upward movement .of the .valve 45. Said va1ve 45is plate secured to or `made' integral with the stem 43, thediameter'thereof beingsuch that the diskisrslidable .within the lowercylindrical Aportion of the chamber 41, and

into the chamber 41 to forma stop for limit-420A formed by, a thin diskorcircular adapted to engagethe 'seat 42'to cover and l shut otfftheopenings through said seat.

the installation Vof tle described de# i motor vehicle,

vices upon the engine of the parts connected thereby.

the valve-bodies 33 are disposed vertically, but the positions of theother parts are variable as may be most convenient for the extension ofthe tubes 10, 17 and 19 between body 27 may be rotated about thehorizontal axis of the nipples 32, so that the outlet connected with thenipple 26 extends vertically as in Figs. 1 and 2, horizontally as inFig. 4, or at any intermediate angle. Similarly, each of the bodies 34may be rotated about the axis of its vertical branches, so that itslateral branch extends in the direction which is best suited forconnection with the tubes 10 or 17. The T 21 may also be rotated so thatits lateral branch extends in that direction which is most convenientfor connection with the tube 19. The tubes 10, 17 and 19 may be readilybent so as to pass around parts of the engine or other structure whichmay extend between thepparts connected by said tubes. It Will thus beseen that the device is universally applicable to the engines of allstandard motor vehicles. with a minimum of adaptative alterations ofparts, and without change of the principal structural: elements.

1t will be noted that the. outlet from thel vapor combining andcontrolling device is connected with the mani'foldat a point between thecarburetor intake and the cylinders, and. as the engine throttle isusually associated with the carburetor, the intake of vapors from theauxiliary device will not be controlled by the throttle. When the deviceis installed in connection with a vacuuinetank, as shown, the area ofthe passage through the parts 21 and 24 or 25, should be substantiallyequal to the combined area of the passage through the tube 19 and theopening through the seat of the valve 28, so that should the lattervalve be fully opened the suction to the vacuuiii-tank will not be solowered as to be ineffective.

After the device has been installed, as hereinbefore described, testingand adjustment thereof for operation lnay be eifected as follows: Thevalve 28, and both of the valves 35 are tirst closed, and the enginestarted and operated for such time as may be required to bring the sameto a normal or average working temperature. The valve 28 is then openedslightly, and the operation of one of the valves 45 tested by slightlyopening the respective valve 35. The suction in the chamber 41 shouldlift the valve 45, which is shown by the raising of the pri0- trudingend of the valve-stem 43, and the force of the suction upon said valve45 may be ascertained by pressing down upon its stem. The first-openedvalve 35` is j then closed. and the other valve 45 tested in like mannerby opening the second valve 35. After the operation of the valves 45 hasbeen tested, the adjustment of the device may be added to the mixturesupplied from the carburetor. The other valve 35, controlling theconnection to the radiator, is 'then opened. As the tube 17 is open toatmosphere at the end thereof adjoining the radiator-overflow tubev 12,a` large proportion of air will be drawn through said tube, togetherwith the vapors emitted from the tube 12. Said vapors will consistlargely of moisture or water-vapor, although in Winter, when analcoholic mixture is used as a nonfreezing cooling-liquid, some of theemitted Vapor will be combustible. The air drawn through the tube 17causes a leaner mixture to be supplied to the engine, so that the speedthereofl will be increased, and will become greater than when the entirecom` bustible charge Was received from the carburetor. Tentative ortrial adjustments of the valves 35 and 28 may be continued until theengine-speed has been increased as much as possible without changing theposition of the throttle, and the attainment of such Speed will indicatea proper proportioning of the charge-elements supplied through the tubes1() and 17. Finally, the throttle is adjusted as to its minimum-openingor idling position, so that the desired idling-speed of the engine willbe attained. while the auxiliary charge is being supplied. Uponcompletion of the adjustments. the valve 28 and valves 35 are secured inadjusted position by tightening down the lock-nuts 31 and 38, and theengine may then be .operated in the usual way by manual variation of theposition of the throttle to secure the desired speed.

When the device has been properly udjusted, as above set forth, thecontrol of the auxiliary charge-elements atvarious en gine-speeds iseii'ected automatically by the valves 45, and it will be necessary tocon` sider in detail the manner in which said valves perform thisfunction.. lVhen said valves 45 are engaged with the seats 42 andsuction from the manifold causes a lowering of pressure in thevalve-chambers 41. the pressure in the intake-passagesibelow the valveswill lift the saine from their seats, as the latter pressure will besubstantially atmospheric until the valves assume an open position.Because of the sliding fitl ofthe valve-disks in the lower cylindricalportions of the chambers 41, there -is no appreciable opening formedabout the disks until the same have been lifted into the conicalportions of the valve-chambers. After the valves enter the upperorconical portions of the chambers, the area of the annular passages aboutthe disks becomes greater as the -upward movement is continued. Upon theo ening ofthe valves the suction from the c ambers 41 is communicated tothe intake passages below the valves, andthere is a correspondinglowering of pressure in said intake passages, to which the supply fromatmos phere is limited by the adjusting-valves 35.

It will now be noted that as the upper portions of the valve-stems 43extend through the heads 40, the upper ends of said stems are constantlysubject to atmospheric pressure, while the lower ends of the valvestemsare in the intake passages land are thus subject to the reduced orsub-atmospheric pressure existing in said intake passages when thevalves are open. In consequence of the facts noted,it is found thatduring the operation of the device the valves 45 tend to assumepositions intermediate the seats 42 and the upper stops 44, such asindicated by dotted lines in Fig. 2, the exact positions being dependentupon the intensity of suction from the manifold and the extent to whichthe intake passages are re` stricted by the adjusting-valves 35. It willbe obvious that v while the conditions remain constant each valve 45will remain in bal-v ance at a position such that the restriction orresistance offeredto the flow of elastic fluids about vits edges willresult in a ditl'erence of pressures upon the upper and lower surfacesof the disk, equal to the weight of the valve plus the excess ofatmospheric pressure upon the upper end of the stem over the pressure inthe intake passage at the lower end of the stem. It will be seen that`with a given suction in the chamberl 41 above the valve-disk, if thevalve is at an. elevation such that the opening about its edges enablesthe pressure in the intake passage to become reduced below thebalancingpressure, the valve will be constrained to move downwardly inthe conical chamber, to thereby reduce tbe area of the annular openingabout its edges and increase the frictional resistance thereat until thepressures.

are restored to the balancing-point. By reason of the action abovenoted, it is observed in practice thatwhen the speed of the engineexceeds a critical minimum, the valves begin a downward movement, whichcontinues as the engine-speed increases. The valves thus .offer aprogressively in,- ereasing resistance to the flo'w of elastic fluidpast them, as the suction at the manifold 1s increased, and thusautomatically limit the intake of the auxiliary chargeformingconstituentsl through. the tubes 10 and 17, so that for all speeds dfthe engine ,resulting from the' configuration of the upper surfacesthereof and their relation to the walls of the valve-chambers. The flatupper surfaces of the valve-disks do not conform with the steamline ofthe fiuids which pass about the edges of the disks, and, consequently,there is anl eddying of said fluids over the central portions of thedisks. By reason thereof, it is found that after the device has been inoperation, for a time,

there is a slight accumulation of liquid upon the upper surfaces of thedisks 45, said liquid being water on the valve which controls the intakeof vapor from the radiator, and usually being lubricating oil on thevalve which controlsintake from the crank-case. While the running of theengine is continued the accumulation of liquid on the upper surfaces ofthe valves is maintained by the eddy-currents, but when the engine isstopped the liquid spreads to the edges of the disks and seeps into thejoints between the disks and their'seats 42. In winter, when the enginehas'been stopped for such a time that'the temperature of the parts fbecomes reduced substantially to that of the atmosphere, the water inthe seat-joint and about the edges of the valve controlling the intakefrom the pipe 17, freezes and causes said valve to adhere to the seat.This valve is thereby rendered inoperative until the engine has beenstarted and run for such time that heat therefrom will commence to meltvthe film of ice upon the valve-seat. At extremely low temperatures, thefilm of lubricating oil upon and around the seat ofthe othercontrol-valve, will become so thick and adhesive as to retard opening ofsaidl valve, so that said valve may also become inoperative until theengine has been run for a short time, or

until excessive suction has been caused in the'manifold by racing orextreme acceleration of the en ine-speed. Now it is desirable that theloperative soon after the engine is started, as there are combustiblevapors present in the crank-oase almost immediatel upon the starting ofthe-engine, and the eliveryT of said vapors to the intake manifold aidsin the production of thericher charge which is required when the engineis cold. The in-y hibition of opening of the other controlvalve untilsuch time as the engine has become thoroughl heated, also conformsclosel-y with the desired conditions, because until ast-mentioned valvebecome los such temperature conditions have been attained the leanermixture resulting from infrom the radiator until the cooling-liquid hasbeen warmed to a temperature above the freezing-point of Water. Thevalve becomes operative, therefore, at a time closely coin- '10 cidentwith that at which it becomes desirable to supply ya leaner charge, andwhen emission of vapor from the radiator comcontrolling va .past themences.

The advantages, incident to the introduction of moisture or water-vaporas a constituent of the charge supplied to an internal-combustionengine, are well-knowh, and it has often been demonstrated that themoistened `charge will burn cleaner, expand' more uniformly, and in timeresult in the elimination of carbon deposits from the cylinders.Theeduction ofvapors from the crank-case, by returning to the -cylindersthe. combustible,` gases which escapepast the pistons, eliminates theloss of fuel values from this source," and also prevents dilution andlowered eiiiciency of the lubricating oil in the crank-case bythecondensation therein of the gasoline vapors which leak istons, or bliquid asoline which may be awn into e cylin `ers and eventually reachthe 'crank-case without having been vaporized.

I am well aware that various devices have been heretofore proposed forwithdrawing vapors from the crank-case and returning the same as aconstituent-of the charge supplied tothe cylinders of aninternal-combustion engine, and for utilizing moistureI from theradiator as a further constituent of the charge, and my invention doesnot reside broadly inthe provision oi suchdevices, but in thecombination and arrangement of the means f or regulating andautomatically controlling the same during the operation of the engine,and for facilitating the installation of the mechanism upon engines ofthe various designs employed in` motor vehicles. l A

Referring again to the automatic suctionves, it is noted that therestrictive action of said valves, eiective for a given suction in themanifold, is 'altered by varying theproportionate area of thevalve-disks and of the stems which vare subject to atmospheric pressure.Thus, if the diameter of the stem 43 be increased withoutcorrespondingly increasing the area of the disk 45, the restrictiveaction of the valve will be greater for'a iven suction, because agreater pressure-differential be.

Vpede air and vapors from the cooling-uid of l the engine, ya secondconduit arranged to receive vapors from the crank-case of the engine, anadjusting-valve for each conduit tol limit flow through the-same, meansconnecting said conduits and arranged to deliverthe vapors receivedtherefrom to the intake manifold of the engine, andv automaticsuction-controlling means for each conduit, said suction-controllingmeans adapted and arranged to proportionally imflow through therespective conduit as suction from the manifold is increased.

2. Auxiliary charge-forming means for internal-combustion engines,comprising a vapor-combining and controlling unit having twoinletpassages and a common outlet passage, the latter being connected withthe suction intake ofthe engine, an ad'usting-y valve for each inletpassage, there elng a valve-chamber mediate each inlet passage and thecommon outlet, and an automatic control-valve arranged in each of saidchambers and movable to variably impede low thereto from the respectiveinlet passage, said valve being openable by pressure from the inletpassage and having a member constantly subjectr to atmospherlc pressuretendingvto close the same, whereby during operation the valve isbalanced at intermediate positions for maintaining a substantiallyconstant pressure-differential between the respective inlet passage andthe common outlet.

3. In a deviceof the class described, a suction-controlling Avalvecomprising a dy having a tapering valve-chamber communi eating with anoutlet near the-larger end thereof and with an intake-passa e at thesmaller end thereof, a valve-seat ormed at take-passage, a valveengageable with said seat and movable into the larger portion of thechamber to variably impede flow of vapors from the intakeassage to theout let, adjustingv means or restricting the .the end of said chamberadjoining -the inintake-passage, and biasing means tending i to movesaid valve toward the seat when pressure in the intake-passage is Ilessthan atmospheric.

ADOLPH .1.11). BEa'rscHYi

